Brake arrangement



Nov. 7, 1939. c. E. TACK BRAKE ARRANGEMENT Filed May 19., 193sv 2Sheets-Sheet l ATTORNEY.

Nov. 7, 1939. C. E. TACK BRAKE AHRANGEMENT Filed May 19, 1938 2Sheets-Sheet.2

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ATUYDRNE Patented Nov. 7, 1939 PATENT @FFME BRAKE ARRANGEMENT Carl E.Tack, Chicago, lll., assigner to American Steel Foundries, Chicago,lll., a corporation or New Jersey Application May 19, 1938, Serial No.208,892

27 Claims.

My invention relates to brake rigging of the so-called unit cylindertype wherein the power means for operating the brake rigging is mountedon the truck.

An object of my invention is to devise a novel form of brake riggingparticularly suitable for affording maximum side bearing clearancewhile, at the same time, comprising a very compact brake arrangement oirelatively simple design and requiring a minimum of space.

Another object of my invention is to devise a clasp brake arrangement ofthe unit cylinder type wherein the power means will be mounted on theside rails for operation of the rigging and wherein actuation of therigging will be through horizontal cylinder levers at each side of thetruck.

My invention furtherl contemplates an arrangement whereby the effectivelength of the cylinder levers may be increased, thus providing anadditional side bearing clearance for the connecting rod between saidcylinder levers.

Figure 1 is a top plan view of a car truck and brake structure embodyingmy invention;

brake structure shown in Figure 1; and

Figure 3 is a sectional View through the truck and brake structure, thesection being taken substantiallyin the transverse planes indicated bythe line 3-3 of Figure 1.

In each of the iigures certain details are omitted where better shown inother iigures.

Describing the structure in more detail, the truck arrangement is ofgenerally familiar type having the side rail 2, the spaced integraltransoms 4 and t and the integrally formed end rails ,t and lll, saidtransoms forming support for the usual swinging bolster (not shown)which may be hung therebetween from the seats l2 and lll as best seen inthe View of Figure 3. The side rails have the columns I6, It forming theopenings l, It for the usual method of connection to journal boxes (notshown), said boxes supporting the journal ends of the wheel and axleassemblies 20, 2B.

From a consideration of Figure 3 and the location of the seats l2 andla, it will be apparent to those skilled in theart that the truckstructure permits exceptionally wide spread between 50` the sidebearings, thus supplying added stability to the truck and car body.

The brake arrangement comprises the beam 22 (Figures 1 and 2, right)carrying at each end a brake head 2t pivotally mounted as at 2li on thela trunnion end of said beam, said head being prop- Figure 2 is a sideelevation of the truck and (Cl. 18S- 56) erly supported on said trunnionend by balancing means 2t oi well known form. At the pivotal point 2liis also connected the lower end of the hanger .iii whose upper end ispivotally hung as at 32 from the bracket 3d integrally formed with thetruck frame at the juncture of the side frame i and the end rail il.Adjacent each end of the beam 22 is secured a fulcruln t6, and the outerend oi said iulcrum has a pivotal connection as at dei to the lower endof the dead truck lever It@ whose upper end is pivotally hung as at i2from the irl-turned bracket M which is integrally formed with the trameinwardly oi the junction of the end rail Si and the side frame 2.intermediate its ends as at il@ the dead truck lever it has a pivotalconnec tion with the pull rod fili, said connection being madeadjustable as by means oi the manual slack adjuster 551i. The oppositeend of the pull rod has a pivotal 'connection as at 52 to the live trucklever M whose lower end is pivotally connected as at .liti to theiulcrum 5&5 carried by the beam Sli. The trunnion end of the beam @ilprovides a pivotal support as at il?! for the brake head which isproperly positioned thereon by the balancing means At the pivotal pointt2 is likewise connected the lower end of the hanger E313, the upper endof which is pivotally hung as at lil from the bracket l2 integrally:formed with the gusset structure at the juncture of the side frame 2with the transom il. Balancing means for the beam @il is in the form ofthe spring bracket 'lll secured as at 'i6 to the transom ii, said springbracket having a pivotal connection as at 'lil to the link Eli, thelower end of said link having a pivotal connection as at 82 to a iulcrumat the mid-point oi the beam til;

The brake parts at the opposite end of the truck are the same, with thebeam lili (Figures 1 and 2, left) carrying the brake head Si? andsupporting a brake'shoe 33' in alignment with the adjacent wheel, thehead being pivotally carried as at 90 on the trunnion end of said beamwith the hanger @2 likewise connected at the pivotal point @il andhaving its upper end hung as at 9i from the bracket at. The brake beamfulcrum 93 is connected as at `itin to the lower end of the dead trucklever mi, the upper end oi which is pivotally hung as at itil from theinturned bracket it. Intermediate the ends of the dead truck lever lillas at itl is connected the pull rod itil, the connection thereto beingmade adjustable as by means of the manual slack ad juster llt. Theopposite end of the pull rod itil has a pivotal connection as at lli? tothe live truck lever lll, the lower end of which has a pivotalconnection as at il@ to the fulcrum H8 on the beam |23, said beamcarrying on its trunnion end as at i2| the head E22 with its associatedshoe H24 arranged in alignment with the adjacent wheel. At the pivotalpoint ll is also connected the lower end of the hanger H25, the upperend of which is pivotally supported as at $28 from the bracket i230.Resilient balancing means for the beam i2@ is in the form of the springbracket |32 secured as at ESL?, to the transom 6, said spring bracket 32having a connection at its outer end as at E36 to the upper end of thelink E38 whose lower end is pivotally connected to the fulcrum at themiddle of the beam |20.

Operating means for the brake rigging is in the form of the power meansor brake cylinder Mil mounted on each side rail adjacent the transversecenter line of the truck, said power means being secured as at lli?, 62to the bracket ist integrally formed on the side rail 2. On the powermeans or brake cylinder lfiil is mounted the automatic slack adjusterUitl, said slack adjuster having an adjustable connection as at lil-8 tothe auxiliary lever lil, said auxiliary lever being fulcrumed at itsinner end as at |52 from the bracket l@ integrally formed on the top ofthe side frame 2. Intermediate the ends of the auxiliary fulcrum lever|59 is pivotally connected as at |55 the link |58, the opposite end ofsaid link having a pivotal connection as at ISB to the outer end of thedead cylinder or slack adjuster lever |62 and the inner end of the slackadjuster lever has a pivotal connection as at |64 to the pull rod liwhose opposite end is pivotally connected as at I 68 to the upper end ofthe live truck lever lill.

The brake cylinder piston rod 'Fil has a pivotal connection as at H2 tothe auxiliary lever 'lll, the inner end of which is fulcrumed as at H5from the bracket H8 integrally formed on the top of the side frame 2.Intermediate its ends as at |853 the auxiliary lever lili is pivotallyconnected to the link 82, the opposite end of said link having a pivotalconnection as at |35 to the live cylinder lever E85, the opposite end ofsaid cylinder lever having a pivotal connection as at lt to the pull rodHill, said pull rod being connected at its other end as at |92 to theupper end of the live truck lever Sli. v

The movement of the live and dead cylinder` levers is synchronized by aconnection intermediate their ends in the form of the pull rod ld, oneend of which is pivotally connected as at is@ the live cylinder leverit@ and the other end of which is pivotally connected as at #98 to thecylinder lever E62. It may be noted that the connection between the liveand dead cylinder levers, that is the pull rod |93, is located adjacentthe side rail 2 outwardly of the position it might otherwise normallyassume in ord r to afford maximum clearance for the side bearing.Stability is afforded the inner ends of the live and dead cylinderlevers by the brackets idg and 291 secured as at 203 and 2535 from thetransoms i and 6 respectively adjacent the inner ends of said levers.

In operation, assuming the parts to be in released position, actuationof the power means ifii causes movement of the piston ill? to the right(Figures 1 and 2), thus rotating the dead auxiliary lever Hd in acounter-clockwise direction and in turn rotating the live cylinder lever|85 in a clockwise direction and applying braking force through the pullrod |96 to the live truck lever 54 to actuate the braking means at oneend of the truck in well known Actuation of the live cylinder lever |85as previously described applies linear movement to the right to the pullrod 94, thus rotating the dead slack adjuster lever or dead cylinderlever 962 ina clockwise direction about the fulcrum E55] at its outerend and through the pull rod 6G53 applying braking force to the livetruck lever lli and actuating the braking means at the other end of thetruck likewise. Release of the power means causes the various parts tomove in directions reverse to those already described, thus releasingthe brakes.

It is to be understood that I do not wish to be limited by the exactembodiment of the device shown which is merely by way of illustrationand not limitation as various and other forms of the device will ofcourse be apparent to those skiilcd in the art without departing fromthe spirit or the invention or the scope of the claims.

I claim:

l. In a four wheel railway car truck, a frame having side rails, powermeans and slack adjuster means on each of said rails, supporti axleassemblies, braking means for seid wheels including a live truck leverffljacent each wheel, and connections between said power means andbraking means at each side oi the truck, said connections comprisingauxiliary levers fulcrurned at their inner ends from said side rail andconnected at their outer ends to opposite ends of said power means, acylinder lever having its outer end connected to one of said auxiliarylevers and its inner end connected to one or" said truck levers, and alive cylinder lever having its outer end connected to the otherauxiliary lever, a point intermediate its ends connected to the othercylinder lever and its inne;` end connected to said other live truckleer.

2. In a railway truck, a frame having side rails, a brake cylinder oneach of said rails, supporting wheel and axle assemblies, braking meansfor each assembly including brake beams supported at each side thereofand a live lever adjacent each wheel, and connections between the powermeans and the live levers at each side of the truck in the form of liveand dead cylinder levers connected at their inner ends to said livelevers, connected intermediate their ends to each other and at theirouter ends to fulcrum levers respectively, one of said fulcrum levershaving its inner end connected to the adjacent side rail and its outerend connected to the piston of the adjacent cylinder, and the other oisaid fulcrum levers having its inner end connected to said side rail andits outer end adjustably connected to the opposite end of said cylinder.

3. In a railway car truck, a frame, power means on each side of saidframe, spaced wheel and axle assemblies, braking means for saidassemblies including a live truck lever adjacent each wheel, andconnections between said power means and said live levers, saidconnections comprising live cylinder levers connected to the trucklevers at one end of the truck, dead cylinder levers connected to thetruck levers at the other end of the truck, connections between saidcylinder levers at each side of the truck, pairs of auxiliary le versulcrumed from said frame and connected respectively at opposite ends ofeach power means, and operative connections between said pairs ofcylinder levers and said pairs of auxiliary levers at each side of saidframe.

4. In a railway car truck, a frame, power means thereon at oppositesides thereof, spaced said power means, said operative connectionscomprising dead auxiliary levers fulcrumed from said frame and connectedat their outer ends respectively to opposite ends of said power means,and connections between said auxiliary levers and said cylinder levers.

5. In a railway car truck, a fram-e having side rails, power meansmounted on each of said rails, spaced wheel and axle assemblies insupporting relation `to said frame, braking means for said assembliesincluding a live truck lever adjacent each wheel, and operativeconnections between the braking means and the power means on each sideor said truck, said operative connections including a pair of fulcrumlevers connected to opposite ends of said power means, a dead cylinderlever connected to one of said fulcrum levers, a live cylinder leverconnected to the other of said ulcrum levers and to said first mentionedcylinder lever, and connections between said cylinder levers and saidlive truck levers respectively.

6. In a railway car truck, a frame, power means and slack adjustingmeans mounted on 'opposite sides thereof, supporting wheel and axleassemblies. braking means for each assembly including brake beamssupported at each side thereof and a live truck lever adjacent eachwheel., and operative connections between said braking means and saidpower means at each side of the truck in the form of cylinder leversconnected at their inner ends to said live truck levers, connectedintermediate their ends to each other and at their outer ends to pointsintermediate the ends of ulcrum levers respectively, said iulcrum levershaving their inner ends connected to said frame and their outer endsconnected respectively to said slack adjusting means and to said powermeans.

7. In a railway car truck, a frame, power means and slack adjuster meansmounted on each side thereof, supporting wheel and axle assemblies,braking means associated with each ci said assemblies and including alive truck lever adjacent each wheel thereof, and connections betweenthe power means and the live truck levers at each side of the truck inthe form of interconnected live and dead cylinder levers having theirinner ends connected to said live truck levers and their outer endsconnected to spaced auxiliary levers, said auxiliary levers having theirinner ends fulcrumed from said frame and their outer ends respectivelyconnected to said power means and said slack adjuster means.

8. In a railway car truck, a frame, power means and slack adjustingmeans mounted on opposite sides thereof, supporting wheel and axleassemblies, braking means for each assembly including brake beamssupported at each side thereof and a live truck lever adjacent eachwheel, and operative connections between said braking means and saidpower means at each side of the truck in the form of cylinder leversconnected at their inner ends to said live truck levers, connectedintermediate their ends to each other and at their outer ends toauxiliary levers, said auxiliary levers being fulcrumed from said frameand connected respectively to said power means and said slack adjustingmeans.

.9. In a railway truck, a frame having sid rails and spaced transoms,power means on each side rail, supporting wheel and axle assemblies,braking means for each assembly including brake beams supported at eachside thereof and a live truck lever adjacent each wheel, and connectionsbetween said power means and the live truck levers at each side of thetruck in the form of auxiliary levers fulcrumed from the side rail andconnected at their outer ends to opposite ends of the adjacent powermeans, interconnected cylinder levers connected at their inner ends tosaid truck levers and at their outer ends to said auxiliary levers, andmeans on each of said transoms for supporting the inner end of theadjacent cylinder lever.

10. In a railway car truck, a frame having side members, spaced wheeland axle assemblies, braking means for said assemblies including a livetruck lever adjacent each wheel, power means on the opposite sides ofsaid frame, and operative connections between said power means and saidbraking means, said connections comprlsing dead auxiliary leversfulcrumed from said frame and connected to opposite ends of each of saidpower means, and interconnected live and dead cylinder levers connectedat their outer ends to said auxiliary levers and at their inner ends tosaid live truck levers for the power means at each side of said truck.

11,111 a railway car truck, a frame, power means and slack adjustermeans mounted on each side thereof, spaced wheel and axle assemblies,braking means for said assemblies including a live truck lever adjacenteach wheel, and operative connections between the truck levers and thepower means at each side of the truck, said operative connectionscomprising interconnected live and dead cylinder levers connected attheir inner ends to said live truck levers respectively, auxiliarylevers fulcrumed from said frame and connected respectively to saidpower means and to said slack adjuster means, and operative connectionsbetween said cylinder levers and said auxiliary levers respectively.

12. In a railway car truck, a frame, power means on 'each side thereof,spaced wheel and axle assemblies in supporting relation to said frame,braking means for said assemblies including a live truck lever adjacenteach wheel, and connections between said power means and said live trucklevers at each side of the truck, `said connections comprising a deadauxiliary lever connected to the piston of said power means, a deadauxiliary lever adjustably connected to the opposite end of said powermeans, interconnected live and dead cylinder levers connected to saidlive truck levers, and operative connections between said cylinderlevers and said auxiliary' levers respectively.

13. In a four wheel railway car truck, a frame, power means on each sidethereof adjacent the transverse center line, supporting wheel and axleassemblies, braking means for each of said assemblies including brakebeams at each side thereof and a live truck lever adjacent each wheel,and connections between said braking means and the power means at eachside of said truck in the form of interconnected cylinder leversconnected at their inner ends to the live truck levers at opposite endsof the truck, and fulcrum levers having their outer ends connected toopposite ends ci said power means and points intermediate their endsconnected to said cylinder levers respectively.

14. In a four wheel railway car truck, a frame, power means on each sidethereof adjacent the transverse center line, supporting wheel and axleassemblies, braking means for each of said assemblies including brakebeams at each side thereof and a live truck lever adjacent each wheel,and connections between said braking means and the power means at eachside of said f truck in the form of interconnected cylinder leversconnected at their inner ends to the live truck levers at opposite endsof the truck, and iulcruin levers interconnected between said cylinderlevers and opposite ends oi' said power means, the connection betweenone of said ulcrum levers and said power means being automaticallyadjustable.

1.5.In a railway car truck, a irame, power means on each side thereof,spaced wheel and axle assemblies, braking means for each assemblyincluding brake beams supported at each side thereof, dead truck leversfuicrumed from beam and live truck levers fulcrurned from the other beamadjacent the respective wheels oi said assembly, and connections betweenthe power means and the live truck levers at each Side of the truck inthe form o1 fulcruin levers connected at opposite ents ci' said powermeans, and interconnected cylinder levers having inner ends connected tothe live truck levers at opposite ends oi the truck and having theirouter ends connected to said iulcrmn levers respectively.

16. In a railway car truck, a frame, power means thereon at oppositesides thereof, spaced wheel and axle assemblies, braking means for saidassemblies including a live truck lever af.- jacent each wheel, andconnections between said `power and said braking means at each side ofsaid said connections comh sing interconnected live and dead cylinderlevers connected to said live truck levers at opposite ends of thetruck, and operative connections between Said cylinder levers and theopposite ends of said power means, said operative connections eachcomprising a dead auxiliary lever.

17. ln a railway truck, a frame having side rails and spaced transoms,power means on each side rail, supporting wheel and. axle assemblies,braking means for each assembly including a live truck lever adjacenteach wheel, and connections between said power means and the live trucklevers at each side of the truck in the form of a pair of interconnectedcylinder levers cornected at their inner ends to said truck levers attheir oute nds to auxiliary levers, auxiliary levers being fulcrumedfrom said sido rail and connected at their outer ends toy oppoends oisaid power means.

18. In a railway car truck, a truck frame comprising a side rail, wheeland axle assemblies, braking means for said assemblies including a liveand a dead lever adjacent each wheel, actuating means for said brakingmeans in the form of power means secured on said side rail, dead leversconnected at the opposite ends or said power means, and live andauxiliary cylinder levers connected to each other and connected betweensaid auxiliary levers said live truck levers respectively.

19. In a railway car truck, a frame, spaced Wheel and axle assemblies,braking means for said assemblies including a live truck lever adjacenteach wheel, and actuating means for said braking means including powermeans mounted on said frame, auxiliary levers fulcrumed from said frameand connected to opposite ends of said power means, and interconnectedlive and dead cylinder levers connected respectively between saidauxiliary levers and said live truck levers.

2li. ln a four wheel railway car truck, a frame having side rails, powermeans and slack adjuster means on each of said rails, supporting wheeland axle assemblies, braking means for said wheels including a livetruck lever adjacent each wheel, and connections between said powermeans and said braking means at each side of the truck, said connectionscomprising a pair of auxiliary levers i 'llcrumed from the side rail and4comiected res actively at opposite ends of said power means, and liveand dead cylinder levers connected respectively between said auxiliarylevers and said live truck levers.

taire rigging for a railway car truck, g a member, supporting wheel andaxle assemblies, brake means for each assembly includ fr a live trucklever adjacent each wheel, interccnn cted live and dead cylinder leversconnected respectively to said live truck .means for actuating saidcylinder s, said actuat s means including a cy ed ori said side member,dead levels full .said frame and connected at op- :r: n posits ends osaid cylinder, and connections between said dead levers and saidcylinder levers respectively.

22. )in brake rigging for a railway car truck, a truck frame includingmember, spaced supporting wheel and assemblies, power inea-ns mob liedon member, and brake rigging associ...ed with said assemblies comnprising a live truck lever adjacent each wheel, interconnected live andyl'nder levers connected to said live levers respectively, and deadevers fulcrulned from frame at their inner en .s with tleir outer endsconnected respectively at opposite ends of said power means,

and points intermediate their ends connected respectively to saidcylinder levers.

In a braise rigging for a r vay car truck, a frame having a side member,power means supported thereon, supporting wheel and axle assemblies,braking means associated with said assemblies and including a livetruci; lever ad- 'ecent each wheel, connections between said live trucklevers and said power in the iorm of dead auxiliary levers iulcrumedfrom said side member and connected at opposite nds ci' said powermeans, and interconnected ve and dead cylinder levers connectedrespecively at their outer ends to dead auxiliary vers and at theirinner ends to said live truck vers.

ln a railway ca. truck, a frame having a side member, power meanssupported on said member, spaced wheel and axle assemblies, brakingmeans for said wheels including a live truck lever adjacent each wheel,Connections be- -ween the adjacent live truck levers and said .owermeans in the form o dead levers fulrumed from said side mem? andconnected .t opposite ends of said power means, inerconnected live anddead cylinder levers conected respectively at their inner ends to saidlive truck levers and at their outer ends to said fulcrumed levers.

25. In a railway car truck, a frame having a side member, power meansthereon, spaced wheels, braking means associated therewith including alive lever adjacent each wheel, connections between said power means andsaid braking means in the form of dead levers con nected at oppositeends of said power means, and live and dead cylinder levers connected toeach other and connected respectively between said live truck levers andsaid dead levers, one of said dead levers being automaticallyadjustable.

26. In brake rigging for a railway car, a truck frame, power meansmounted on the side thereof, supporting wheels, braking means associatedwith said wheels comprising a live lever adjacent each wheel, andconnections between said 20 power means and said live levers in the formof auxiliary levers connected at opposite ends of said power means andfulcrumed from said frame, and interconnected live and dead cylinderlevers connected respectively between said auxiliary levers and saidlive levers, one of said auxiliary levers being automaticallyadjustable.

27. In a railway car truck, a frame, power means mounted on the sidethereof, supporting wheels, braking means for the wheels including alive lever adjacent each wheel, and operative connections between saidpower means and said live levers including interconnected live and deadcylinder levers connected at their inner ends to said live truck leversand connected at their outer ends to auxiliary levers, said auxiliarylevers being iulcrumed from said frame and connected at opposite ends ofsaid power means, one of said auxiliary levers being automaticallyadjustable.

CARL El. TACK.

